BIMOTA - DB Models
In my passion and interest of Italian motorcycles I found myself at the
IMOC (Italian Motorcycle Owners Club) event and this years marque
(2006) was Bimota ... and my interest developed to learn more.
Bimota has over the years used engines from different manufactures
to create their motorcycles. DB represents 'Ducati Bimota' and other
Bimota models are named after their engines producers (SB - Suzuki
Bimota, KB - Kawasaki Bimota, etc).
DB1 & DB2 is a 750cc Pantah motor and some of these came with the
limited edition Montjuich / Laguna Seca motors.
Vdue was a 500cc 2 Stroke motor built by Bimota that went through a
few series during the time Bimota went out of business. The first
series was fuel injected and had many problems running and soon
was sold with carburetors.
I am interested to learn about these models if you have knowledge?
In my passion and interest of Italian motorcycles I found myself at the
IMOC (Italian Motorcycle Owners Club) event and this years marque
(2006) was Bimota ... and my interest developed to learn more.
Bimota has over the years used engines from different manufactures
to create their motorcycles. DB represents 'Ducati Bimota' and other
Bimota models are named after their engines producers (SB - Suzuki
Bimota, KB - Kawasaki Bimota, etc).
DB1 & DB2 is a 750cc Pantah motor and some of these came with the
limited edition Montjuich / Laguna Seca motors.
Vdue was a 500cc 2 Stroke motor built by Bimota that went through a
few series during the time Bimota went out of business. The first
series was fuel injected and had many problems running and soon
was sold with carburetors.
I am interested to learn about these models if you have knowledge?
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The DB1SR is the third version of the DB1, which again is slightly more
powerful than previous models. It is interesting to note that although it is
called the DB1SR, all the bikes were marked DB1RS.
Design / Engineering : Federico Martini / Presentation : Milan Motor Show
1987 / Price then : 18,450,000 Lira
Engine : The power plant was taken from the Ducati 750 Pantah, two cylinder
, 90 degree V twin . It has the camshafts from the Ducati Montjuich, Maximum
output of 80 hp at 9200 rpm. Carburettors were increased in size to 41 mm
and the exhaust is now 2 in 1.
Frame : The frame consists of a load bearing space frame structure made of
chrome-molybdenum steel. The front suspension is a Marzocchi M1
"Monospring" with 42 mm front tubes and anti-dive with external regulation.
The rear suspension has a single adjustable Marzocchi damper. The front
brake is a Brembo 280 mm double disc, with Serie Oro callipers and the rear
is a Brembo 220 mm single disc. Wheels were by Marvic, with three
magnesium spokes and aluminium wheels.
Colourings : Single colouring . The fairing is red with white bands on the fuel
tank, sides and tail. There was also a thin green stripe on the tank to signify
the Italian tricolour. On the tail unit was a number plate holder.
Production : A total of 153 DB1SR's were built.
Review
A better Bimota: DB1SR. By Bruno de Prato, July 1987.In 1986 when bimota
engineers mated one of their chassis to a Ducati engine, they created a
motorcycle, which became their best selling bike and boosted the companies'
reputation by more than any of its previous machines.
The DB1 changed Bimota from a small volume specialty house into a
recognised manufacturer of prestigious, quality designed motorcycles.It all
happened during Bimota's darkest hour, with former partners Massimo
Tamburini and Guiseppe Morri fighting over the companies' fate in a Rimini
court, and Bimota running out of financial breath. You're looking at the happy
epilogue. Outwardly nearly identical to the standard DB1, The DB1SR
incorporates tuning changes that make it the motorcycle Bimota would have
loved to have built first, the true Bimota, unfettered by bureaucratic
compromise. Business sense prevailed against producing the SR - until now.
To survive financially, Bimota needed to sell DB1's in the world market, and
strict homologation in Switzerland, Holland and the United States - particularly
noise laws - dictated the 750 cc Pantah F1 engine in the DB1 wear restrictive
air cleaners and a civilized two into one exhaust. Historically, Ducati engines
make their best power when they breathe freely, and the more muffler and
airbox volume, the better. Yet Bimota's DB1's natural density meant that the
airbox and mufflers had to shrink.The Rimini's companies' reputation is
founded upon elegant, nimble machines, but nobody wants a stone. (Our test
unit cantered through the quarter mile in 12.61 seconds at 104 mph, May
1986). The DB1 needed more punch, and with the SR Bimota took the direct
Italian path. Forget the noise - this Bimota is only for countries liberal enough
to savor its sound.Dr, Frederico Martini, a graduate of Ducati's research and
development department and the man who designed the DB1 frame, knew
exactly where to look for the missing power. Gone are the restrictive air
filtration units and the heavy twin exhausts, the skimpy 36mm carburetors are
history too. This 750 breathes through Malossi modified 41mm Dell'Ortos,
complementing a pair of Montjuich specification camshafts, Martini would
have used the excellent Ducati NCR two into one racing pipes, but these
must be excessively modified to fit the DB1 chassis. Martini experimented with
various exhaust systems on Bimota's DB1 race bike last year, and chose a
pipe for the SR, which quits the bike without strangling the engine. With the
larger carbs, Martini wanted the SR's ports cleaned up. For smooth airflow,
intake ports are machined to 34mm - the same diameter as the carburetor
throats downstream from their venturis.Martini's experience pays off, the
homologated European spec. SR engine produces (claimed figures) 82
horsepower at the crankshaft (about 75 at the rear wheel), an increase of 15
horses.
Top speed is 142 mph, quarter mile times in the low 11's, good for any 750
and phenomenal for a twin. From aboard the SR, the exhaust note sounds
loud but low pitched, not fatiguing. But the intakes bark loudly up through the
fibreglass body shell, forecasting the bit this engine holds in store.
Surprisingly the bike will idle, though tunes as hot as it is the SR burps and
coughs below 3000 rpm. From 3000 rpm to 10,000 rpm the engine pushes
like a hydraulic ram, with no flat spots or dips. Torque does not "come in" it is
everywhere.A tachometer has never been so useful on an Italian twin. The
DB1SR is so smooth, so even in its power delivery that an inattentive rider
can easily over rev the engine. Our first test ride on the DB1 last year, we
said the chassis felt rigid enough to take another 20 horses gracefully. Here
is proof. On the track the SR delivers a remarkable riding experience, barely
this side of pure road racing, even if you are just out for a leisurely ride. On
the road the Bimota's handling and power means extra confidence and a
broader safety margin. This is familiar praise to anyone who has ridden a
Bimota - for the SR we have another laurel to add. Past Bimota's have often
been too stiffly sprung for comfort on the street, but the SR, as tight and racy
that it is, negotiates bumpy surfaces without beating its rider into an early
submission.Only one point spoils the symbiosis between rider and machine,
the SR has an overly stiff clutch lever.
Ducati's punishing clutches are legendary, but this time it is not the engine
builder's fault - it has to do with the SR's brakes. The DB1 SR uses a par of
Brembo four piston calipers on its front disc. To actuate these properly, a
master cylinder with a round, remote reservoir mounted atop the right fork
leg. This reservoir / master cylinder combination comes with a 16mm bore
only. Although the clutch requires a 13mm bore master cylinder for perfect
actuation feel - that is the size the Paso uses - Bimota fitted the "16" cylinder
on the left as well, for the sake of symmetry.Bimota plans to continue
producing the stock DB1 for places with noise restrictions and wealthy
neighborhoods - the standard DB1 goes for five bucks under $12,000. To
that lofty figure add another $2500 and a full throated exhaust note for the
DB1 SR. Most of us will never own one of these exotics, but Bimota wants
only satisfied customers, and for people who bought a DB1 last year and now
think their bike is less than perfect, the company offers an SR conversion
kit.Until Ducati sees fit to send some four valve, liquid cooled engines down
Rimini way, the DB1 SR stands as the closest incarnation of the true sporting
Italian motorcycle.
